Elevator signal apparatus



May 5, 1%.,

J. C. TAMsETT ELEVATOR SIGNAL APPARATUS Filed April 2'7, 1952 5 Sheets-Sheet l J c TAMSIITT fl fi ELEVATOR SIGNAL APPARATUS Filed April 27', 1932 5 Sheets-Sheet 2 w FM May 5, 193%;

J. c. TAMSITT ELEVATOR SIGNAL APPARATUS 5 Sheets-Sheet 3 Filed April 27, 1932 //VJOAA 770M 3 19369 J. c. TAMSITT ELEVATOR SIGNAL APPARATUS 5 Sheets-Sheet 4 Filed April 27, 1932 Patented May 5, 1936 UNITED STATES PATENT OFFICE ELEVATOR SIGNAL APPARATUS Application April 27, 1932, Serial No. 607,688

12 Claims.

\ provide a panel or the like containing a plurality of insulated contacts, the number of which depended on the signal actuation involved and the type and style of the elevator controlled, over which brush carriages were moved simultaneously with the movement of the associated elevator car, the brushes on the carriages making contact with the various contacts on the panel as the carriages were moved. Due to the fact that the signals and associated relays and the. like generally had to be operated in advance of the car reaching any particular location, separate sets of brushes and contacts had to be provided, one when the elevator car was ascending and another set operable when the car was descending, and

- this in turn necessitated various throw-over and directional switches, all of which added complexity to the signal apparatus as a whole. Further, the brush carriages formed a part of the control circuits since the brushes carried thereby must necessarily be included in the circuits, and the fact that the brush carriages were movable parts, moving in accordance with the movement of the elevator car or cars, various flexible cables and the like, together with troublesome connections, had to be provided in order to supply the proper amount of current to the moving brushes.

In such installations, it was necessary to give considerable attention to the panel contacts or commutators to keepthem cleaned out and otherwise in proper operating condition, the same being true also of the various throw-over and directional switches.

Having the above mentioned and other defects in mind, the present invention contemplates the provision of a signal apparatus for elevators in which all brushes, commutators, and directional switches have been eliminated. It is well recognized that these three parts of signal systems for elevators have given more trouble than all the rest of the equipment combined and have needed by far the greatest amount of maintenance. Not having any brushes, it is impossible in an installation constructed according to the principles of the present invention to develop any false circuits by. dragging the metal across the insulation from one bar to the other, which are so difiicult to eliminate and so apt to develop in the systems employing brushes and commutators.

Briefly, the present invention contemplates the substitution of individual insulated switches mounted upon a panel for the contacts and commutators of the prior art. The switches include operating means associated therewith by which each switch may be opened and closed, and for opening and closing the switches the present invention provides a moving carriage somewhat similar to the brush carriages in the control apparatus of the prior art but which, according to the present invention, forms no part of the electrical circuit in any manner, there being no contacts or brushes of any kind carried by the carriage itself. Every contact point responsive to carriage travel, and hence responsive to orcontrolling elevator movement, is mounted in stationary relation on the panel or frame and the carriage merely serves as a vehicle for carrying cams or other switch closing devices into and out of operative relation to the stationarily disposed contactors or switches. Since the carriage itself is electrically dead and forms no part of the electrical circuit in any manner, there is no necessity for any flexible cable or other electrical connection between stationary connections and the movable carriage.

The prior practice employing contacts or commutators on the panels was not wholly satisfactory. Failure to take proper care of these parts has caused rapid deterioration of the commutators by burning and cutting. Further, such commutators are expensive to replace and take many days to rebuild when such burning and cutting occurs. Where individual insulated and complete switches are employed they are easily attached or removed and can be replaced at small expense and in a few minutes. The present invention also contemplates mounting such switches on the panel in an adjustable manner, and in addition the cams or other switch closing means on. the movable carriage are also adjustably mounted, by Virtue of which construction the signal apparatus can be easily arranged for any desired amount of advanced lighting or resetting of the signals to suit actual conditions after the equipment has been installed and'to secure exactly the operation desired. Thus, if a certain advanced lighting which was thought to be correct is proved to be too early or too late, or if someparticular relation of theswitches to the floors which was thought to-be accurate so as to properly slow the car in relation to the floor is found to beinaccurate, the switches or the switch closing cams, or both, can be readily changed to suit conditions as they actually exist.

The present invention also contemplates another feature of importance which relates to the fact that certain of the signal mechanism must be arranged for operation when the elevator car is ascending and other parts must be arranged for operation when the car descends. The present invention contemplates a positive mechanical interconnection between the sets of switch closing means on the movable carriage, which, it will be remembered, is electrically dead and forms no part whatsoever of the various electrical circuits. Briefly, this reversing means is in the form of eccentrics which are operable in timed relation so that when one set of the switch closing means is shifted toward the switches to be in operative position relative thereto the other switch closing means is shifted away from its cooperating bank of switches. The present invention contemplates shifting these alternately operable switch closing means either by an electric solenoid or by me--- chemical means responsive to a reversal of motion of the carriage.

The present invention also contemplates a driving connection for the carriage which may be placed in different optional positions so that the control system can be conveniently arranged for operation in different relations relative to the elevator car operating means, as may be required by different arrangements of the apparatus in particular buildings. In this connection the present invention further contemplates a friction slippage clutch means to compensate for slippage between the cables and the winding or traction drums or other car driving means. This construction also permits one portion of the apparatus t0 overrun the other portion, and also any error or loss in the timed relation between the position of the car and the position of the carriage is automatically compensated and restored to proper relationship.

Other objects and advantages of the present invention will be apparent to those skilled in the art after consideration of the following detailed description of the preferred structural embodiments, taken in conjunction with the accompanying drawings, in which:

Figures 1 and 2 are side and front elevations, respectively, of a vertically arranged control apparatus constructed according to the principles of the present invention and showing a mechanical form of means for reversing the switch closing cam units on the movable carriage;

Figure 3 is a front elevation of a control apparatus in which the switch closing cam units are reversed by an electric solenoid;

Figure 4 illustrates a construction in which both of the forms shown in Figures 2 and 3 are embodied in one assembly, one of the control assemblies being arranged to control the elevator signal system while the other control assembly is arranged to control the deceleration of the elevator car;

Figure 5 is an enlarged fragmentary cross section taken substantially midway through the mechanical means for reversing the switch closing units;

Figure 6 is a view taken approximately along the line 66 of Figure 5;

Figure 7 is an enlarged fragmentary section taken approximately along the line 1-1 of Figure 5;

Figure 8 shows one of the adjustable switch closing cams in enlarged perspective and as detached from the carriage;

Figure 9 is a view in elevation looking from the left in Figure 1, that is, towards the rear of the control assembly shown in Figure 1;

Figures 10 and 11 illustrate the application of a spirally slotted disc or dial drum for driving the hand of a mechanical indicator to show the position of the elevator car in the hatch;

Figure 12 illustrates the connections by which the position of the elevator control switch in the car is arranged to control the electric solenoid shown in Figures 3 and 4; and

Figures 13, 14 and 15 are cross sections through one of the contactors or switches adjustably mounted on the panel and showing the different positions assumed by the switch as the associated switch closing cam carried by the movable carriage moves over it.

Referring now more particularly to Figures 1 and 2, the reference numeral indicates a suitable base or the like which may be secured to the floor and which supports a framework 2 comprising angle bars or other suitable structural shapes. Near the lower ends of the bars 2 the base I carries a bearing housing and support 3 in which the driving shaft 4 is journaled. The housing or casting 3 is provided with a recess 5 which is arranged to receive the lower end of a panel comprising a pair of separated sections 8, as by bolts 9 and ii). If desired the panel may be formed of one piece. The upper ends of the panel sections 8 are bolted to a similar bearing housing and support 52, as by bolts l3 and M, the hous- 3 ing [2 being, in turn, secured to the upper ends of the frame bars 2 by bolts or cap screws IS. The housing i2 in addition to supporting the upper ends of the panels 8 also forms a journal support for the upper shaft IS.

The shafts 4 and i8 carry sprockets 28 and 2| (Figure 9) suitably secured thereto and over which is trained a carriage driving chain 22.

Each of the panels 8 is provided with a bank or plurality of switches 25 arranged in rows according to the number of floors or stations served by the elevator, the number of rows or risers depending upon the number of functions to be controlled or indicated. The switches of each row are mounted in suitable guide channels 26. In the modification shown in Figures 1 and 2 each of the panels 8 carries a bank of switches, one controlling the signals associated with the control of the elevator when the car is descend ng, the other bank of switches controlling the indications where the car is ascending. The row of switches indicated by the reference numeral 21 indicates the switches controlling the pilot lamp or operators flash in the car, the row of switches 28 are arranged to control the directional lighting, the row 29 controls the advance lighting of the hall or passenger signal over the elevator doorways, and the row 3B controls the resetting of the associated relays after the car has stopped at the signaled floor, all of these switches being operable only when the car is going down. The other panel 3 carries corresponding rows of switches 2'5, 28, 29' and 3i! for the purpose of performing the same functions when the car is going up.

While I have designated the various rows of switches 25 as performing certain functions in the signal system for the elevator car or cars, it is to be understood that the switches and associated the tension on the chain 22.

parts can be arranged to perform other functions or operations if desired.

The switches 25 per se will be described later in detail, but it sufiices to note here that each switch comprises a fixed contact and a movable contact, the latter including an operating finger or arm 33 which when depressed causes the movable contact to engage the fixed contact, thereby closing the circuit through that switch and thus actuating a relay or other piece of electrical apparatus associated therewith in the control or signal circuit.

For the purpose of actuating the various switches, both when the car is ascending and when it is descending, a movable carriage is provided which is moved proportionately to the motion of the elevator car. The carriage is designated by the reference numeral35 and includes a frame 36 having side bars 31, the latter being formed with rearwardly extending lugs 38 (Figures 5, 7 and 9) in the outer ends of which rollers 4.0 are adjustably mounted. The rollers 4|] are carried upon screw threaded studs 42, each of which is received in a suitable slot 44 in the rear end of the lugs 38. A set screw 45 and a lock nut 46 serve to determine the position of each of the roller studs. The rollers 40 operate along guide bars 41 (Figure 9) secured to the frame 2 in back of the panel units 8. The carriage 35 is movable along the panel'units 8 and is guided in its movements by means of a guide rod 58 positioned between the panel units 8 and fixedly secured at its upper and lower ends in the bearing housing 3 and I2, respectively. The carriage on the rear side is provided with a casting 5| including a base portion 52 fastened by means of screws 53 to the frame of the carriage and including a pair of ears 55 (Figure 5) forming slide bearings which receive the guide rod 59.

The chain 22 is secured to the carriage 35 by a connector 58 in the nature of a long bolt having a connection 59 at one end with the chain 22 and being threaded at the other end, the connector 58 passing through suitably formed apertures in the lugs or ears 55 on the casting 5|. The threaded end of the connector 58 receives an adjusting connector 68 to which the other end of the chain 22 is secured, as indicated in Figure 5 by the reference numeral 62. A look nut 63 serves to fix the connector 58 to the carriage. A spacer 65 surrounds the connector 58 and is positioned between the ears 55.. The rear run of the chain 22 includes a counterweight 61, see Figure 1 which substantially balances the weight of the carriage 35 which is secured to the forward run of the chain. The connection between the counterweight 61 and the chain includes a threaded link 68 which, together with the adjusting connector 68, permits the chain 22 being maintained taut at all times.

In addition, the threaded connection 68 carries a lock nut 69 which when loosened permits the counterweight 61 to be spun so that it may serve as a turnbuckle for increasing or decreasing The upper connection between the counterweight 61 and the chain 22 is therefore preferably in the form of a swivel.

As explained above, the chain 22 is trained over sprockets secured to the upper and lower shafts 4 and I8. As best shown in Figures 1, 2 and 9, the lower shaft 4 includes a driving sprocket l8 pinned onto the shaft 4. The sprocket 28 is not rigidly secured to the shaft 4 but is connected therewith through a friction slip clutch H. The friction clutch 1| includes a spring 12 biased between a fixed abutment 13 secured on the shaft 4 and a friction plate 15 resiliently urged against the sprocket 20 which, in turn, is thereby urged against a fixed hub 15 on the shaft 4. The guide rod 58 carries stops 18 and 19 at its lower and upper ends respectively, these stops serving to. prevent the carriage 35 from going too far either above or below the switch banks on the panel units8. nection between the driving sprocket 29 and the driving shaft 4, should the carriage 35 abut one of the stops '!8 and 19 before the rotation of the driving sprocket 19 due to the movement of the elevator car has ceased the shaft will merely overrun the sprocket 20. Thus, if the carriage is slightly out of time with respect to the movements of the elevator car the carriage will be restored to proper timed relation at the end point of its vertical movement.

The driving sprocket 18 may be driven simultaneously with the movements of the elevator car in any manner desired, and since the driving means per se forms no part of the present invention it has not been illustrated in the drawings. In this connection, however, it may be mentioned that one form of driving means which has met with considerable success is a transmitter unit which includes a self-synchronous generator tied in with the elevator drive shaft and electrically connected with a self-synchronous motor connected to drive the driving sprocket T9.

The carriage 35 carries two sets of switch closing means which are alternately operable, that is, one of the sets is arranged to be shifted toward one of the switch banks so that the switches thereof can be operated while the other set is moved away from its associated bank of switches. This particular construction will now be described. The carriage 35 at each end is formed to receive a bearing insert 89 in which is journaled a pair of shafts 8| and 82, see Figures 5 to 7. Each of these shafts carries four cams or eccentrics 84 rigidly secured thereto. A slotted cam holder or plate 86 is mounted on the cam shafts 8| and 82 at each end of the carriage 35. Each of the cam holders is formed with four ears 88 suitably apertured and mounted upon four of the eccentrics or cams 84, two being on the shaft 8| and two being on the shaft 82.

The cams or eccentrics 84 are thus arranged in sets of four, one set carrying one of the cam holders 86 and the other set of four carrying the other cam holder. The eccentrics 84 each have a hub 98 by which each eccentric is securely pinned or keyed to the associated cam shaft. The cams 84 are mounted in such an angular relationship that as the shafts 8| and 82 are rocked in a given direction one of the cam holders is moved inwardly while the other is moved outwardly. The cam holders 86 are held in place laterally on the cams 84 by virtue of the abutting engagement at their adjacent ends with collars 9| which are positioned on the shafts 8| and 82 and at their outer ends with the end bars 31.

In the illustrated embodiment each of the cam holders 86 is provided with four slots 92, and in each slot a switch closing cam lug 93 is adjustably secured.

The cam lug is best illustrated in Figure 8 from which it will be seen that each lug 93 includes a body portion 94 having a tongue or shank 95 adapted to be seated in the slot 82. At its other end the cam lug 93 is split, as indicated by the reference numeral 91 in Figure 8, and is also recessed to receive a cam member 98 having round- By virtue of the friction slip clutch con-v ed ends. The cam 98 or the body portion 94 or both are formed of insulating material. The cam member 98 is held in place by a screw 99 which serves to clamp the split ends of the lug 93 against the sides of the cam member 98. In addition, the member 98 may be pinned to the lug 93 if desired. The shank 95 also includes a threaded extension IOI which is adapted to receive a clamping nut I02, see Figure '7, which serves to clamp the switch closing cam lug in adjusted position in the slot 92. Obviously, the position of any of the lugs may be adjusted by loosening the clamping nut and shifting the lug in the slot in which it is seated.

As best shown in Figure 5, a throw arm I05 is secured to each of the cam shafts 8| and 82 and connected to swing together by means of a pair of links I06, see Figures 5 and 6. The links I06 are pivotally connected at their inner ends to a shifting member I09 which is carried by a twopart friction block I I0. This member is arranged to embrace and frictionally grip the guide rod or bar 50, and for this purpose the block H0 is formed of separable parts mounted on guide pins H2 and resiliently urged together by springs I I3. The friction block element IIO has limited movement relative to the carriage 35 by being received in a slot II5 formed in the base of the casting 5|, see Figure 5.

The oscillation of the eccentrics 84 to raise the cams 98 from one bank of switches and to depress the other cams toward the other bank of switches is accomplished by swinging the throw arms I05, and the swinging of these arms is accomplished by virtue of the friction grip connection between the block I I0 and the stationary guide rod or bar 50, relative movement between the block and the carriage in one direction oscillating the eccentries in one direction and relative movement between the carriage and block in the other direction oscillating the eccentrics in the other direction. In the construction shown in Figure 5, relative movement between the friction block H0 and the carriage occurs whenever the carriage reverses its motion, that is, as the carriage moves upwardly the block III] rests in the lower end of the slot H5 and slides along the bar 50,

but when the carriage reaches the limit of its upward movement and is moved downwardly the friction block retains its hold on the stationary bar 50 until the carriage moves downwardly a sufficient distance to cause the block IIO to be contacted by the upper end of the slot II5. This relative movement between the carriage and the block carrying the member I09 rocks the throw arms I05 and the eccentrics, and hence shifts the cam holders 86 to raise one set of switch closing cams and to lower the others. It is important to observe that because the eccentrics 84 supporting one of the cam holders are rigidly mounted on the same shafts on which the other eccentrics, which support the other cam holder, are mounted, the two alternately operable switch closing means are mechanically interconnected for positive alternate operation. Obviously, when the carriage reaches its lower limit of movement and begins to move upwardly again the block III] again shifts relative to the carriage, thus repeating the operation set forth above.

As the carriage moves up and down along the panel units 8 the several switch closing cams 98 pass over the associated switches and in doing so depress the actuating finger 33 on each of the switches. As explained above only one bank of switches is operable at any one time, one bank being arranged for operation when the car is ascending and the other bank being arranged for operation when the car is descending. When the car reaches its topmost position and starts down again the carriage 35 will simultaneously reverse its motion which, as just pointed out, causes the friction block IIO to shift relative to the carriage thus raising the switch closing cam unit away from the up switches and pressing the other switch closing cam unit toward the down switches to place the latter in operation.

An oil cup I20 is placed in the top of the guide rod or bar 50 and connects with various oil ducts or the like formed in the bar 50. The sliding up and down of the friction block I I0 serves to carry and distribute lubricating oil over the entire length of the guide rod.

Figures 3 and 4 illustrate an assembly of two control structures, both of which are similar in many details to the one just described above, hence the same references will be used to indicate like parts. As viewed in Figure 4 the right hand panel units and the associated traveling carriage are arranged to send signals in the manner described above. In addition, in this construction, one of the panel sections 8 carries brackets I30 which support an auxiliary panel I3I. This panel carries a riser of switches I 32 which control a distant position indicator. This indicator may be in the elevator car or at some point in the building, in conformity with the usual practice. A switch closing means in the form of a cam I33 operates over the switches I32 and is carried by the carriage 35, as by a bracket I34 or the equivalent.

The left hand unit shown in Figure 4 includes a, pair of panel sections 8', one containing a bank of switches arranged for operation when the car is ascending and the other containing a bank of switches operable when the car is descending, in the manner described above in detail. The traveling carriage 35 of the left hand unit, see Figure 3, is practically identical with the traveling carriage described above and includes relatively shiftable cam holders 86 arranged for alternate operation, being supported and mechanically interconnected by virtue of the eccentric cam arrangement including the cam shafts 8i and 82, as shown in Figures 5 to 7. In Figure 3, however, the friction block IIO has been omitted and the throw arms I05 connected together by means of a single link I35. The traveling carriage 35 supports a bracket I36, see Figure 4, which carries an electric solenoid I3'I for the purpose of se curing an instant reversal of the positions of the switch closing cams. The solenoid I3'I includes a plunger I38, see Figures 4 and 12, which is connected by means of a link I39 to operate the throw arms I05. As compared with the structure shown in Figures 5 to 7 it will be seen that Where in the last named figures the carriage 35 must necessarily move a substantial distance before the reversal of the switch closing cams is effected, in Figure 4 by virtue of the solenoid the reversal of these cams can be instantly effected.

The object of this automatic control system is to relieve the operator of the necessity of closely watching the signal indications, such as those produced by the right hand control unit in Figure 4, and to remove the factor of human error in slowing down the elevator.

In its general features such automatic control is well known in the art. In one form of which I am aware as the passengers enter the car they tell the attendant the floor where they desire the now of current to the solenoid I31.

car to stop, then the operator or attendant presses a button which is designated in his car fixture by number for that floor. As the car approaches that floor the high speed control of the car controlling mechanism is by-passed so that the car runs at a slower speed. As the car approaches the desired floor the low speed control is bypassed and the car levels at the floor and comes to rest. The same cycle of operation is obtained if an outside or hall signal is pressed and the car approaches from the proper direction, This type of control is used principally in high speed elevators.

It is in such automatic control installations that the structure shown in Figure 3 is utilized. The row of switches I40 control the high speed cut-out car operation signals, the row I4I controls the low speed cut-out car operation signals, the row I42 controls the high speed cut-out hall signa s, and the row I 43 controls the low speed cut-out hall signals, all of these rows of switches being operable when the. car is going down, the other and corresponding rows I43, I lI, I42 and I43 on the other panel section 8 being arranged for operation when the car is ascending.

Because of the desirability and necessity of securing instantaneous control in the event that the car be reversed in the elevator shaft at other than terminal points so that the control may receive the proper impulse from the selecting de vice for the proper slowing of the car, it will be seen that the delay necessary for the operation of the mechanical reverse illustrated in Figures 5 to '1 could not be. tolerated. By virtue of the electrical solenoid operated reverse, the shifting of the down switch closing cams with respect to the up switch closing cams is instantly effected.

Merely by way of example, the circuit controlling the solenoid I31 is shown in Figure 12. Referring to this figure, in connection with Figure 4c, it will be observed that the plunger I38 and the associated links and throw arms take a lower position unless current passes through the sole noid 31. In Figure 12 the reference. numeral I45 represents the elevator operators control switch which actuates a drum I46 or the like carrying bridging contacts I41 and I33 in the usual manner. The bridging contact I31 controls the contact springs I43, I50 and I5I which are connected in the usual manner with the motor control circuits. The bridging contact I48 cooperates with the spring contacts I52, I53 and I54. A conductor I55 leads from the contact I52 to one end of a relay I55, the other end of the relay being connected through conductor I51 to a battery or other source of electrical current. The opposite contact I5 is connected through a conductor with another relay I59, the latter being connected through a short lead I60 to the connection I51 leading to one side of the source of electrical energy.

The intermediate contact I53 is connected through a lead I52 to the other side of the source of electrical energy, and this lead is extended, as at I520, to one side of the solenoid I31. The other side of the solenoid is connected through a conductor I53 to a switch contact I65. The cooperating switch contact IE6 is connected with the leads I51 and IE0.

Cooperating with the relays I56 and I59, which are arranged in adjacent relationship, is a pivoted armature I10 which carries a finger I1I arranged to move the contact I05 into engagement with the other contact I55 of the switch controlling the Preferably,

the contact IE6 is resilient so that its normal position is out of contact with the contact member I55.

When the operator throws his elevator control switch I35 to the right as shown in Figure 12 to cause the car to ascend, the solenoid I31 is actuated to raise the links and throw arms and thereby move the switch operating cams into operative position with the up switches on the right hand panel section 8'. The solenoid I31 is energized by virtue of the fact that the contact I43 bridges the contacts I52 and I53 which causes the relay I50 to be energized so as to swing the pivoted armature I10 in a clockwise direction as viewed in Figure 12, thus causing the actuating finger I1! to move the movable contact I60 down into engagement with the contact I65, thus closing the solenoid circuit. At any time when the elevator operator throws the switch I45 to the left to go down the contact I43 bridges the contacts I53 and IE3. This energizes the other relay I59 which swings the armature I10 away from the relay I53 and into the position shown in Figure 12, thus interrupting the solenoid circuit at the contacts I65 and I65. As soon as the solenoid I31 is deenergized the throw arms I05 move downwardly and again shift the switch operating cams so as to bring the cams controlling the down switches into operative relation with those switches.

In such an automatic control system for elevator cars where the car is automatically leveled at the various floors, it will be seen that the relation of the switches on the panel sections 8' with respect to the floors is of the greatest importance. If some slight shop error occurs, or if the floor heights of the building are slightly in error, or if the electrical characteristics of the elevator and associated controls are not in exact accordance with the plans, it is immediately necessary to have some means for individually adjusting the various switches to take care of any one or more of these conditions. The present invention proposes to provide the individual switches 25 with an adjustable mounting on the associated panels. This method of adjustable mounting and one of the switches 25 will now be described in detail.

Referring more particularly to Figures 13 to 15, it will be seen that the panels 8 are provided with slots I80. Each of the switches 25 includes a base I8I of insulating material. A U-shaped bracket I83 is mounted on the base I8I and in-- cludes two upstanding portions I84 and I85 (see Figure 3). These portions receive and support a pin I81 which is preferably formed of copper or some other conductor. The bracket I83 is itself formed of conducting material and this bracket is secured to the base I8I and to the panel B by means of a pair of bolts I90 and I9I.' The bolt I90 is in direct contact with the bracket I83 and hence forms an electrical continuation of the same. The other bolt I9I includes a contact head I93 which is spaced from and electrically insulated from the bracket I83.

A pivot pin I95 is carried upon the bracket and pivotally supports a pivot block I96. A spring member I91 formed of conducting material such as phosphur bronze encircles the pivot block I96 and extends forwardly therefrom in approximately the same direction but on opposite sides of the pivot I95, these forwardly extending portions being indicated by the reference numerals I98 and I90 and which serve as contact bearing spring arms. The lower of these spring arms carries a rigid contact member 200 which is arranged just above the fixed contact pin I93. The spring arm I99 is formed to have sufficient resiliency and to bear against the pin I81 at all times so that the normal position of the rigid movable contact 209 is disengaged from the fixed contact I93. The actuating finger 33, referred to in the first part of this description, is formed to embrace the pivot block I96 and to securely fix the spring conductor I91 in place. If desired, the actuating finger 33 and the spring I91 may be pinned to the block I96 whereby these parts are securely held in position.

Mention has just been made of the fact that the spring arm I99 contacts at all times with the pin I81 and that the resiliency of the arm I99 serves to normally retain the movable contact 298 out of engagement with the fixed contact I93. By this means the actuating finger 33 is also held outwardly with respect to the bracket I83. The pin I81 acts as a fixed contact since the arm I99 contacts therewith, and while it is possible to utilize the pivot pin I 95 as the electrical connection between the bracket I83 and the movable spring arm I98, I prefer the construction shown because by having the spring I91 encircle the pivot block I96 with one end contacting with the fixed copper pin I81 and the other end connected to the contact 200 a good connection is obtained at all times.

As the carriage 35 moves up and down along the switch banks in accordance with the movement of the elevator car the switch closing cams 98 contact consecutively with the actuating fingers 33 of the various switches, to facilitate which each of the actuating fingers 33 is provided with a hump ZID. The operation of closing the switch by virtue of the moving switch closing cam 98 is illustrated in Figures 13 to 15. In these figures the switch closing cam is indicated in dotted lines and its movement is assumed as being from right to left. Figure 13 illustrates the switch when the same is open and just before the moving switch closing cam 98 has reached a position to contact with the hump 2H1 on the actuating finger 33. Figure 14 illustrates a position in which the cam 98 has swung the finger 33 inwardly a sufiicient amount to cause the contact 2I0 to engage the fixed contact I93. As the cam 98 continues to move, the finger 33 is pressed inwardly an additional amount, by virtue of the cam riding over the hump 2 IO, so as to swing the spring arms and the pivot block an additional amount. This additional movement serves an important purpose. From Figures 14 and 15 it will be observed that by virtue of the outer spring arm I99 being positioned to one side of the pivot axis I95 and the other spring arm I98 being positioned on the other side of the axis I95 this additional rocking of the pivot block I96 causes wiping or sliding movement between the two pairs of cooperating contacts, I81 and I 99, and I93 and 209, respectively. That is, as the actuating finger 33 is moved inwardly of the bracket the contact 200 after it engages the fixed contact I93 slides to the right as viewed in Figures 14 and 15 and the other contact I99 slides toward the left on the other fixed contact I81. The contact I 99 is in continuous engagement with the fixed contact pin I81 but the rigid contact 200 on the spring arm I98 only engages the contact I93 when the actuating finger 33 is moved from the position shown in Figure 13 to that shown in Figure 14 at which time the contact 200 then abuts the contact I93. The Wiping or sliding motion between the various contacts serves to clean them of accumulations of dust, dirt and the like.

Mention was made above of the desirability of having the individual switches 25 adjustably mounted on the panels 8. This adjustable mounting is secured by virtue of the bolts I99 and I9I extending through the slot I in the panel. These bolts extend inwardly a sufiicient distance to pass through a retaining plate 220, also of insulating material, and serving to overlie the slot I89. A filler block 22I is placed over the bolts I90 and I9I before the plate 220 is attached, and the ends of these bolts receive terminal strips 223 and 224, as best shown in Figures l3 and 15.

By virtue of this structure each of the switches 25 can be adjusted on the panels on which they are mounted so as to secure exactly the timed operation necessary.

In Figures 13 to 15 the switch 25 has been shown in horizontal position, but it will be remembered in practice that the switches 25 are all mounted on a vertical panel. Preferably, the switches 25 are so mounted on the panels that the closed end of the actuating finger of each of the switches is uppermost so that the contact surfaces are hooded or shielded against dust and dirt accumulating thereon. This will be clear by referring to Figures 2 and 3 where it will be seen that the fingers 33 project downwardly and outwardly from the panel and cooperate with the sides I84 and I of the brackets I83 to protect the contacts from the deleterious effects of accumulated dust and dirt. While this particular arrangement is not necessarily essential, particularly in view of the wiping and sliding engagement between the various contacts, it is a desirable feature and one which might be incorporated in switches other than those in which the cooperating contacts have such wiping and sliding engagement.

With reference to the mechanism for driving the two carriages shown in Figures 3 and 4, it will be observed that the two carriages are connected through the same chain, which corresponds to the chain 22 shown in Figures 1 and 2. The base I in this section carries two bearing housings, 3 and 3', and the associated framework 2' supports two bearing housings I2 and I2 at its upper end. A shaft is journaled in each of these housings, and each shaft carries a sprocket over which the chain 22 is trained. As shown in Figure 3 the driving sprocket 18 is associated with one of the lower shafts, this shaft being indicated by the reference numeral 4. As compared with Figure 9 where the driving sprocket 10 was fixed to its associated shaft 4 and the sprocket was connected therewith through a form of slip clutch, Figure 3 illustrates a construction wherein the driving sprocket is itself connected through a form of slip clutch 1I, identical for all practical purposes with the slip clutch 1I shown in Figure 9. The entire lower shaft assembly on which the driving sprocket 10 and the friction slip clutch 1! is mounted can be reversed end for end in the lower bearings to dispose the driving sprocket 10 on the other side of the frame 2, and this entire driving shaft assembly can be removed and substituted for any one of the other three shafts shown, thereby enabling the driving sprocket to be positioned at various points so that practically any driving condition can be accommodated when the control unit is installed. The friction clutch 1I' serves the same purpose as the friction clutch 11 ate the indicator.

shown in Figure 9, namely, to compensate for any loss or error in the timed relation between the position of the car and the position of the carriages and to restore the proper relation between these parts at the end point of movement of the carriages.

Figures 10 and 11 illustrate the application of one form of indicator hand driving means which can be associated with my improved control apparatus. As is well understood in the art it is frequently desirable to provide a simple, inexpensive and eiiicient indicator to show the position of the car at all times. Such indicators are well known in the art and consist essentially of a dial about which or along which a pointer moves. Various means may be provided for moving the pointer, but generally the pointer is journaled for rotation through an arc of 140 to 340, and mechanically interconnected with some part driven in accordance with the movement of the elevator car. Figures 10 and 11 show a dial or drum 248 pinned or otherwise secured to a shaft 24! journaled in bearings 243 and 244 secured to pedestals 245 mounted on the base I. The shaft 24! has secured to it a sprocket 241 which is driven by means of a chain or the like (not shown) trained over a small sprocket 248 fixed to the driving shaft rotated by the driving sprocket '19.

The disc or drum 240 is formed with a plurality of arcuate slots converging radially. Each slot adjustably receives studs or spools 250 which are securely clamped to the disc 240. A suflicient number of these studs is provided so that they can act as a generally cylindrical surface to receive a tape or belt (not shown) which is extended to drive the indicator hand. The purpose of providing the slots is to secure an adjustable structure which is adapted to be used with various types of indicators. It will be seen that a considerable range of adjustment is provided where the disc or drum 240 is of substantial diameter and the slots therein of substantial length. As will be apparent when the studs 250 are in their innermost position only a small amount of movement will be communicated to the indicator while, on the other hand, when the studs are adjusted to their outermost position a comparatively great amount of movement is available to actu- By virtue of this construction the speed of rotation of the indicator hand can be adjusted on the job to give the car movement accuracy. In effect, therefore, the studs 250 actually amount to an adjustable driving pulley.

It is to be understood that while I have illustrated my invention in connection with switches for controlling the deceleration of the car as signals are received and for actuating various signals associated with the car, my invention is obviously applicable to various other situations wherein diiferent functions are to be controlled or indicated and all of which relate to the movement of a car or other object having limited or cyclic movement. It will be understood, therefore, that the present invention is not to be limited to the specific means shown and described, but that, in fact, widely different means may be empioyed in the practice of the broader aspects of my invention.

What I claim, therefore, and desire to secure by Letters Patent is:

l. Selector apparatus for elevator cars comprising, in combination, two separate banks of switches, a carriage movable along said switches in response to movements of the car, two sets of alternately operable switch closing means movably carried by said carriage, said switch closing means comprising cams movable over the switches to close the same, mechanically interconnected eccentric means associatcd with each set of said switch closing means to alternately move the sets toward and away from said switches whereby one set of switch closing means cooperates with one bank of switches at one time and another set of switch closing means cooperates with the other bank of switches at another time, and means operable in accordance with the direction of movement of the car for actuating the eccentrics for reversing the switch closing means.

2. Signal control apparatus for elevator cars comprising, in combination, two separate banks of stationary switches, said switches being adjustable and each of said switches including an outwardly projecting actuating finger, a carriage movable along said switches in response to movements of said car, a pair of shafts journaled on I said carriage and provided with eccentrics and respectively cooperating with said separate banks of switches thereon, a pair of supporting plates carried upon said eccentrics, means whereby rotation of the shafts alternately moves one of said plates toward the associated bank of switches and the other of said plates away from the other bank of switches, a plurality of adjustable cams carried by said plates and cooperating with the fingers of said switches to close the same as the carriage moves, and means for rocking said eccentric shafts in accordance with the direction of movement of the elevator car.

3. Signal control apparatus for elevator cars comprising, in combination, a supporting frame, a vertical panel .supported thereby, two banks of separately insulated switches, shafts journaled on the frame near the top and bottom of the panel, sprockets on said shafts, a chain trained over said sprockets, a carriage movable vertically along the frame over said switches, means connecting the carriage with said chain, two sets of mechanically interconnect-ed switch operating cams formed of insulating material and arranged to close said switches as the cams move over the same, said sets of cams being carried by said carriage and movable toward and away from the banks of switches in alternate relation, means for moving said sets of cams into and out of cooperation with the associated bank of switches in accordance with the direction of motion of the elevator car, and means associated with one of said shafts for moving the carriage in proportion to the motion of the car.

4. Signal control apparatus for elevator cars comprising, in combination, two separately operable banks of switches, a carriage movable along said switches in accordance with the movement of the car, said carriage including a pair of alternately operable switch closing cam units, means supporting said units on the carriage and mechanically interconnecting them for positively efiecting the alternate operation thereof, a stationary bar along which said carriage moves, a friction element associated with said interconnecting means and arranged to operate the same upon movement thereof relative to the carriage, said friction element embracing said bar, and means carried by the carriage for limiting the relative movement of the friction element, whereby when the direction of movement of the carriage is reversed the friction element moves relative to the carriage to reverse the switch operating cam units.

5. Signal selector apparatus for elevator cars comprising, in combination, a vertical panel, a supporting frame therefor, two banks of switches carried by said panel, a carriage movable vertically along the panel, two relatively mechanically interconnected movable switch operating means mounted on the carriage and arranged for respective cooperation with said banks of switches, eccentric means supporting the two switch operating means so that as one of said means is movable toward one bank of switches to operate the same the other switch operating means is movable away from the other bank of switches and out of operation with respect thereto, and means operated by a reversal of movement of the carriage relative to the panel for shifting the switch operating means.

6. Selector apparatus for elevator cars and the like, comprising, in combination, a supporting framework, a vertical panel carried thereby, a bank of insulated switches carried by the panel, each switch including a fixed and a movable contact and an actuating finger normally extending outwardly and downwardly and arranged to shift the movable contact into engagement with the fixed contact, a carriage movable along the panel and over the switches in accordance with the movement of the car, and cam means cooperating with said fingers of the switches for closing the same as the carriage moves along the switches, said downwardly extending fingers serving to shield the contacts from dirt and the like.

7. Selector mechanism for elevator cars comprising, in combination, a panel, two separate banks of switches carried thereby, each of said switches including an outwardly projecting actuating finger, a carriage movable along the panel and having two movably mounted switch closing units including cams arranged to contact with said fingers to close the switches, one of said units cooperating with one of said banks and the other of said units cooperating with the other of said banks, means mechanically interconnecting said units so that when one is in operative position to close the switches in the associated bank the other of said units is moved out of operative position, a single solenoid means for alternately shifting both of said units into and out of cooperation with the associated switch banks, means moving the carriage proportionately to the movement of the car, and means for controlling the solenoid in accordance with the desired direction of travel of the car.

8. Selector mechanism for elevator cars comprising, in combination, a frame, a panel supported thereby, two separately operable banks of switches on the panel, each of said switches including an outwardly projecting operating finger adapted when pressed inwardly to close the associated switch, a carriage movable over the panel and including two sets of shiftable switch closing cams, each of said cams cooperating with certain switch fingers to close the associated switches as the carriage moves along the panel, one set of switch closing cams being associated with one bank of switches and the other set being associated with the other bank of switches, rocking cam means journaled on the frame and supporting the two sets of switch closing cams, said rocking cams being so spaced that when one of said sets is shifted toward the panel into operative position with respect to the associated bank of switches the other of said sets of switch closing cams is shifted away from the associated bank of switches, means for driving the carriage simultaneously with the movement of the elevator car, and solenoid operated means supported on the carriage for instantaneously shifting the rock ing cam means on the carriage in accordance with the direction of movement of the car.

9. Selector mechanism for elevator cars comprising, in combination, a frame, a plurality of panels carried thereby, banks of switches on the panels, two of said panels each having two banks of switches, shafts journaled in said frame near the ends of said panels, sprockets carried by said shafts, a chain trained over said sprockets, carriages movable along said panels, each of said carriages including switch closing cams operatively associated with the banks of switches carried by said panels, the switch closing means associated with the last two named switch banks being arranged in alternately operable sets on the movable carriages, and means for driving one of said shafts to control the movement of both of said carriages.

10. A carriage for use in signal apparatus for elevator cars comprising a frame including side bars, a pair of relatively shiftable slotted plates, means carried by the frame and mechanically interconnecting said plates to cause the latter to move in oppositely timed relation, means carried by the carriage and operatively connected with said first means for changing the position of said plates, and cam blocks adjustably secured in the slots of said plates.

11. A carriage for use in signal apparatus for elevator cars and the like comprising a frame including side bars, means carried by the frame for accommodating movement of the carriage, a pair of shafts journaled in said side bars, eccentrics fixed to said shafts, a pair of relatively movable members mounted on said eccentrics and positioned thereby, and a shiftable means interconnecting said shafts and serving to rock the same to change the relative position of said members.

12. A carriage for use in signal apparatus for elevator cars and the like comprising a frame including side bars, a pair of shafts journaled in said side bars, means serving as eccentrics carried by said shafts in fixed relation, a pair of plates mounted on said eccentric means and positioned thereby, means for causing said shafts to rock together for changing the relative position of said plates, a plurality of switch engaging means adjustably carried by said plates between said shafts, and means for rocking said shafts.

JOSEPH C. TAMSITI.

CERTIFICATE OF CORRECTION.

Patent No. 2,059,568 May 5, 1956.

JOSEPH C. TBAMSITT" It is hereby certified that error appears in the printed specification of above numbered patent requiring correction as iollowsz Page 7, second column, lines 22-21%, claim 2, strike out Words "and respectively coopersting with said separate of switches" and insert the same after the word eccentrics in line 25, of said claim; and that the said Letters Patent should be read with this correction therein that the same may conform to the record of the case in the Patent Office.

Signed and sealed this 56th day of June, A. D. 1956.

Henry Van Arsdale 1 Acting Commissioner of Patents.

CERTIFICATE OF CORRECTION.

Patent No 2,059,668" May 5, 1936.

JOSEPH C. TRAMSITT.

It is hereby certified. that error appears in the printed specification of the above numbered patent requiring correction as follows: Page 7 second column lines 22-24, claim 2, strike out the Words "and respectively cooperating with said. separate banks of switches" and insert the same after the word "eccentrics" in line 25, of said. claim; and. that the said. Letters Patent should be read with this correction therein that the same may conform to the record. of the case in the Patent Office Signed and sealed. this 50th day of June, A. D. 1956.

- Henry Van Arsdale Acting Commissioner of Patents. 

